Propelling mechanism for vehicles



.J. R. BROACH. PROPELLING MECHANISM FOR VEHICLES.

APPLICATION FILED MAR. 7, 1921.,

1,389,735. Pawntedsept. 6,1921.

. 3 SHEETS-SHEET I.

J. R. BROACH.

PROPELLING MECHANISM FOR VEHICLES- APPLICATION FILED MAR. 1 1921.

I. R. BROACH PROPELUNG MECHANISM FOR VEHICLES- APPLICATION FILED MAR. 7, 1921.

1,389,735. I PatentedSept. 6, 1921.

3 SHEETS-SHEET 3.

PATENT OFFICE.

JOSEPH R. BROACH,'OF CHICAGO, ILLINOIS.

I ROPELLIN'G MECHANISM FOR VEHICLES.

' Specification of'Letters Patent. I Patented Sept. 6, 1921.

Application filed March 7, 1921. Serial No. 450,269.

l T alt whom it may concern 'ofFig. 1,

Be it knownthat I, Josnrn R. BROACH, acitizen of the United States, and a resident of Chicago, in the county of Cool: and State of Illinois, have invented certain new and useful improvements in Propelling Mechanism for Vehicles, of which the following.

is a specification.

This invention relates to improvements in propelling mechanism for vehicles, and more particularly to the adaptation of spring actuated driving units or motors as the source of power, together with mechanism for transmitting the power to the point of application, whether it be the drive shaft of a Wheeled vel1icle,,or one of several driven members that might be driven thereby.

In adapting the spring actuated motor to any of many uses that mightbe suggested, it is proposed to employ two or more separate motor units, each capable of being connected separately with a drive shaft, in order to permit the restoration of power in one motor while the other is in operation,

and vice versa. As a necessary adjunct tothis arrangement, mechanism is employed for winding each motor,there being preferably used for this purpose an electric motor and a source of electric current such as a storage battery.

' The preferred embodiment of the invention is disclosed as the power plant of a vehicle, although the mechanical arrangement may be equally adapted for stationary purposes, or, if desired, as the driving mechanism of wheelyehicles for children.

The construction of the propelling mechanism is hereinafter fully described and illustrated in the accompanying drawings, in which- V i Figure 1 is a top plan view of a mechanism. as mounted ina suitable supporting or vehicle frame, V I

Fig. 2 is a view in vertical section taken on line 22 of Fig. 1,.

Fig. 3 is a similarview taken on line 3-3 of Fig. 1, 4 V I Fig. 4; is a similar viewtaken on line 44 Fig. 5 is a detailed viewin side elevation ofone of the" driving units, and mechanism associated therewith, V

F igz 6 is a detailed view in vertical section taken online 5-6 01? Fig. 5, and

Fig. 7 is a detailed view in verticalfsection taken on line 7-701 Fig. 5, and showing the 15 by the shifting Y pawl and ratchet mechanism associated with each driving unit.

The supporting frame 1 is of any suitable form, though preferably consisting of a rectangular frame which is divided longitudinally into three sections or compartments of substantially equal size, by the provision of transverse frame members or transoms 2 and 3 extending between the longitudinal frame members 4Ll and parallel with the front and rear transverse frame members 5 and 6 respectively.

Considering the left of Fig. 1 as the front of the frame 1, there is mounted in the forward compartment or section, and the one immediately to the rear thereof, spring motors 77, each of these motors being of the common construction comprising a helical spring not shown, which is wound about the rotative shaft 8 and secured at one end thereto, said shaft-having a gear wheel 9 fixed thereto. The opposite end of the helical spring is secured to a drum 10, to which is fixed a gear wheel 11. The shaft 8, which also serves as a supporting member for the motor 7, is journaled at its ends in bearings 12-12 formed in the transverse frame members on eitherside of the spring motor. At one end of each of the shafts is provided a pawl and ratchet mechanism consisting of a ratchet wheel 13 fixed to the shaft 8, a

pawl 14: pivotally mounted upon the transvverse frame member 5, in the manner clearly shown in Fig. 7. The function of the pawl and ratchet mechanism is to permit the shaft to be rotated in one direction; namely, in a counter-clockwise direction, but to prevent it.from being rotated in the opposite direction under the tension of the spring. Thus, if the gear wheel 9 fixed to the shaft 8 is rotated in a counter-cloclnvise direction, the helical spring attached at one end there- .to and inclosedwithin the drum will be wound up; that is to say, placed under tension. Moreover, the power thus stored in the spring by the rotation'of the gear wheel 9 will be deliyered by the rotation of the drum 10 and gear wheel 1]., the latter being operatively connected with a drive shaft gearing hereinafter to be described in detail. i

The description immediately preceding applies to the driving unit located in either compartment of the frame, it being pointed {out at this time that the two units are identical in every respect.

As a means for delivering power to the i driving units, and by that is meant the wind V poweris deliveredfr'om each driving unit, andbearing 1n mind thatthe two driving:

thearmature shaft of the "motor 16 is a gear pinion 17 which meshes with a gear wheel 18 fixed to a shaft 19 extending longitudinally throughout the length of the frame, and journaled in suitable bearings 20 in the several transverse frame members, slidably mounted on the'shaft 19 are two gear wheels 217-21, each being identical in construction, operation and function, one being associated with each of the driving units. These sliding, gear wheels 21- 21 are adapted to be shifted into and out of mesh with the gear wheels 99 of their respective driving units 7.7, and as a means for sh fting said gear wheels, a suitable form of yoke member 22 1s plvotally mounted upon the adjacent longitudinal frame member 4, said yoke straddling the hub 21*. of the gear wheel, and connected thereto by means of a loose collar 23 surrounding said hub. Attached to each of the yoke members 22 is. a shift'rod 24which extends rear.-

wardly to a point within access of the opera tor, and there provided with a suitable shift ing lever (not shown), thus permitting either or both of the gear wheels to be shifted into engagement with the gear wheels 99 of the driving units. As a preferable arrangement, the shaft;19 is provided with splined portions 19 19- on which the gear wheels 2121 are mounted, thus permitting 5 the .same to be shifted 'without rotating upon the shaft.

Referring now. tothe manner in which the units'are identical, Figstand 5 clearly show the location ofthe power or. driving shaft 15 with respect to the motor 7 namely, immediately below andextending parallel to the axis of saidfmotor. Associated with each of the motors, and slidably mounted on the power shaft 15 is a gear wheel' 25 adapt;

ed to be moved into and out of mesh with the driven gear wheel 11.of the respective motor 7.. The ear wheel-25 is mounted on its shaft 15 y means offsplines 15, thereby providing the usual non-rotative connection 7 therewith, and as clearly shown in Fig. 5, the

' in the opposite-direction to be thrown into mesh therewith. Inasmuch asthe driven gear wheel is adaptedto slide .-to the left .to.

lee-disconnected from the gear wheel 11, and

from the motor.

gear wheel 11 and the spring of the motor? are directly connected, without an intermediate clutch orother devicefor restraining the gear wheel 11 from rotation, means are provided for holding or looking the gear wheel 11 from rotation when the drive shaft is disconnected therefrom; The means used for this purpose is preferably made a part of the gear shifting mechanism now to be described. Referring to Figs. 5 and 6, it

will be seen that thegear wheel 25 is provided with an extended hub 25 about which is mounted a loose collar 26. Pivotally connected to the collar,- and straddling the'same is a yoke member 27 Integral withthe yoke member. is a tooth sector 28, conforming in pitch to that of the gear wheelrll, and located in horizontalalinement therewith, and furthermore offset from the gear wheel'25 a slight'distance to the right (Fig.5) so that V when the gearwlieel 25 is moved out of mesh with'the' gear wheel 11, the sector 28 will be simultaneously moved into mesh therewith and vice 'versa. The integrally connected yoke 27 and sector 28 are mounted on a sliding rod 29, supported in the adjacent transverse frame member 2, said, rod being preferably squared throughout the portion engaged by the yoke and sector in orderto counteract the tendencyof the sector to be rotated about therod, the power applied thereto'through the driven gear 11. Connected to the outer end of the sliding rod 29 is a lever 30 pivotallymounted on the lower part of the transverse frame member 2,and

extending in a lateral direction from the axis of the power shaft 15. T hearrangement of this lever 30 is clearly shown in Fig. 2. Connected with the opposite end of the lever 30.

is a rod 31 extending rearwardly beyond the rear frame member 6 of the supporting frame, and there connected with an operating lever 32,. which may be either a foot pedalor hand lever, as desired. As a support for the operating lever 32, as well as other operating levers hereinafterto be described, a fixed transverse shaft 33 is mounted upon the frame 1 bymeansof rearwardly extending brackets 3 1-34 supporting ftheends of said shaft 33. Thus it will be. seen that by throwing the operating lever 32 in ai rearward direction, the sliding'gear wheel 25 is thrown forwardly out of-mesh with the '.;g62l.1"l1, and the sector 29'simultaneously V thrown into mesh with the gear wheelll,

thus locking said gear wheel 11 from rotae tion under'the power transmitted thereto The same mechanism 1160131011 with the other drlvlng un t; namely,

mentof the supporting frame; In this in is employed in conp I the motor 7 located in the forward compart stance, the same mechanism is repeated,.in-

'cluding a separate operating'rod 35' extend f ing parallel with the previouslydc-Sjcribed.

rod 31, and-provided with a similar, yet separate, operating lever 36 mounted upon the fixed shaft 33. In this manner, each drivthe purpose of dlSQOIlIlGOtiIlg the driving units or source of power from the driven mechanism in order to change speed, or for any other pur oses requiring momentary interruption in the transmission of power. As a preferable arrangement of clutch mechanism, the following may be employed. In

the rearmost compartment of the frame 1, and immediately -adjacentto the motor 16 is mounted a gear trainand clutch device which may be described, as follows: Mountedupon .thedrive shaft 15, and immediately to the rear of the transverse 1 frame member 2 is a gear wheel 37, constituting the primar memberof the gear train (Figsal and 2 Immediately above the drive shaft-15 is a shaft 38 journaled at its ends in bearings formed in. the transverse frame members 2 and 6. Keyed to this shaft is a pinion 39 meshing with the gear wheel 37 on the drive shaft 15. At the opposite end of the drive shaft 38 iskeyed a gear wheel 40 (Fig. 3) which in turn meshes with a pinion 41 mounted upon a shaft 42 immediately above the shaft 38 and similarly journaled in the frame members 2 and 6. Immediately adjacent to the pinion 41, and likewise keyed to the shaft 42 is a larger gear wheel 43 which meshes with a pinion 44 fixed to a parallel shaft 45 offset laterally therefrom, and to the right and slightly below the same, as clearly shown in Figs. 1 and 3. This shaft is journaled at its rear end in the transverse frame member 6, and at a point spaced inwardly from its forward end by means of a bearing 46 mounted at the end of an L-shaped bracket 47 secured to the transverse frame memher 2. Mountedupon the forward end portion of the shaft 45 is a clutch mechanism comprising astationary clutch member 48 of the cone type mounted upon the transverse frame 2, and a 'rotative companion clutch member 49 fixed to the shaft 45. The

clutch member 49 is slidable endwise upon 50 located between the hub 49 and the shaft 7 bearing 46 As a means for withdrawing the shiftable clutch member 49 from clutch engaging position, a yoke member 51 is pivotally mounted upon the L-shaped arm 47 and straddles the hub 49 of the clutch member 49, and is connected thereto through the medium of a loose collar 52. A shift rod 53 is connected atone end to the yoke member 51 intermediate the ends thereof, and extends rearwardly beyond the frame member 6, where it is connected to an arm 54, forming a part of a rotative operating member 55, comprising a sleeve journaled on the fixed shaft 33, and a foot operating lever 56.

It is to be observed that the'gear train is directly connected with the drive shaft, and is driven thereby, the gear train being so arranged that the speed of the clutch member 49 is greatly reduced. Conversely, the power orclutching action transmitted from the clutch to the power shaft is proportionately increased so-that through the medium of the clutch mechanism and gear train, the delivery of power can be readily controlled. Thus, when the clutch is in clutching position, the drive shaft is'held from rotation, thus effectually preventing the delivery of power to the drive wheels. Similarly by slowly releasing the clutch members, the power is gradually delivered to, the drive wheels and the vehicle will gradcpally be moved forwardly at accelerated s ee PAlthough I have described a specific em bodiment of the invention, it is to be understood that the same may be variously modified without departing from the spirit of the invention, and for this reason, I do not wish to be limited except in so far as the invention is pointed out in the appended claims:

1. A propelling mechanism comprising a plurality of spring actuated motors, each including a driven gear wheel, means for winding said motors, a drive shaft, gear wheels slidably mounted on said shaft, shifting mechanism for said sliding gear wheels, and means for locking the driven gear wheel of each motor when its associated gear wheel is shifted out of engagement therewith. V

2. A propelling mechanism comprising a plurality of spring actuated motors, each including a driven gear wheel, means for winding said motors, a drive shaft, sliding gear wheels mounted on said shaft, and adapted to be shiftedinto and out of driving engagement with the driven gear wheels of said motors, shifting mechanism for each gear wheel, comprising means for locking the associated driven gear wheel from rotation when the sliding gear wheel is shifted out of engagement therewith.

3, A propelling mechanism comprising a pair of spring actuated motors arranged 1n axial allnement, and lncludmg associated drlven gear wheels, means for wlnding sa1d motors a'drive shaft provided with slidinggear wheels adapted to be shifted into and out of driving engagement with driven gear wheels, shifting mechanism for each sliding gear wheel, comprising a shiftable locking member adapted to engage said driven gear wheels when the assoclated sliding gear wheels are shifted out of engagement there I able with saidsliding gear wheels, and adapt-.

ed to engage said driven gear wheels when the associated gear wheels are shifted out of engagement therewith.

5. A propelling mechanism' comprising a plurality of spring actuated motors provided s with driven gear wheels, means for winding said motors, a vdrive shaft having gear wheels slidably mounted thereon, adapted 'tojbe shifted into and out of engagement 1 with said "driven gear wheel s, shifting mechanism operatively connected with each 7 of said sliding gear, wheels, means operated by said shifting mechanismfforlocking said driven gear Wheels from rotation when the same areout of engagement with-their rerespective sliding gear wheels, and clutch mechanism operatively connected with-said drive shaft} I V 5 6. A" propelling mechanism for vehicles, comprising va plurality of spring actuated motors provided with drivenfgear wheels,

means for Winding said motors, a drive shaft having gear wheels slidablydnounted{thereon adapted to be shifted'into and out of engagement with said driven gear wheels, shifting mechanism operatively connected with each of said sliding gear wheels, and comprising a. non-rotative toothed sectorv offset axially from each sliding gear wheel,

and movable therewith into iengagem'ent with said driven gear Wheel when said slid-I' ing gear wheels are shifted out of engagement therewith, and vice 'versa.

7. A propelling mechanism for vehicles,

comprising a pluralityof spring actuated V motors provided with driven gear wheels,

means for winding said motors, a drive shaft having gear wheels slidably mounted thereon, adapted'to be shifted into and: out of engagement with said driven gear wheel's, shifting -mechanism operatively connected with each of said sliding gear wheels,'a

gear train operatively connected with said "drive shaft, and a normally operated fric- 7 said gear train;

In wltness whereof, -I hereunto subscribe tion deviceacting onr'said shaft through my name this 3rd day er March,-

I JosEP i 7R. BRO-AGE. 

